Brake for street oars



(No Model.)-

J. H. KING.

BRAKE FOR $TREET CARS.

No. 448,438. Patented Mar. 17, 1891" rm: News PETERS m, mum-mum, msnwcrun, n. u.

Nl'lED TATES A'TFNT Enron,

JOHN H. KING, or OINOINNATI, OHIO, ASSIGNOR OF ONE-HALF TO EDWARD I.

ROBINSON, F sAME PLACE.

BRAKE FOR STREET CARS.

SPECIFICATION forming part of Letters Patent No. 448,438, dated March 1'7, 1891. Application filed December 26, 1890. Serial No, 375,784. (No model.)

Toto 1072 0722, it may concern.- the rearbrake-retainingdevice beingrendered Be it known that 1, JOHN H. KING, a citiinactive in each case. As both ends of the car zen of the United States, and a resident of are fitted alike and are duplicates of each Cincinnati, in the county of Hamilton and other, I have only shown one side of the car 5 State of Ohio, have invented certain new and as fitted with the brake, which I will now prouseful Improvements in Brakes for Streetceed to describe. Cars, of which the following is a specifica- Upon the axles B is fitted a friction-rollD. tion. It is made in two parts to embrace the axle.

My invention is an improved street-car The axle and the half parts of the pulley are IO brake. It is especially adapted for electric bored to receive pins d, which prevent the street-cars. In cars of this class a great deal roll D from turning independent of the axle. of the space under the car is occupied by the The halves of the roll D are cored out cenmotor and the gearing which transmits the trally to receive the links (1, that areletinto power from it to revolve the axles, which renthem and held in position by pins (1 to steady I 5 ders it difficult to apply the ordinary brakes the halves in position; or, instead of this arso as to make them effective. rangement, the halves maybe bolted together The object of my invention is to provide a or pins placed through them outside of the compact device whereby the momentum of axle to keep them in alignment.

the car may be utilized to rapidly and forci- The roll D has tubular extensions d upon 2o bly apply the brakes. 4 each side, over which are fitted the standards The invention will be first fully described or bearings E, which are also divided to fit in connection with the accompanying drawover the journal-extensions (Z and are fast ings, and will then be particularly referred to, ened by bolts cl passing through outwardlyand pointed out in the claims. projecting flanges (1 On the upper ends of 2 5 Referringto the drawings,in whichlike parts these standards is journaled the bearings f of are indicated by similar reference letters the eccentric roll F, which roll carries the wherever they occur throughout the various yoke Gr, in the lower ends of which are jourviews, Figure 1 is a longitudinal vertical secnaled friction-rolls 11. Upon the extended tional view of part of a car-platform provided shaft of the eccentric F is secured a crank F, 30 with myimprovements. Fig. 2isadetail view, the lower end of which is connected to the in vertical section, through line a 00 of Fig. 1, brake-staff I by a brake-rod t' and chain i. upon a greatly enlarged scale, of the mechan- Upon the opposite axle is fitted a box J, which ism for actuating the brake. Fig. 3 is a veris also in two parts and clamped around the tical transverse section taken through line y axle which revolves freely within it. This 3 5 y of Fig. 2. Fig. 4: is a view, partly in side box has a projecting lug j corresponding to a elevation and partly in vertical section, of a similar lug which projects from the standard modified form of clamp for holding the brake E. A channel-iron bar K has its opposite after it is thrown on. Fig. 5 is a detail plan ends secured firmly upon the lugs j e, and view, upon an enlarged scale, of the same. serves the double purpose of holding the 40 Referring to the parts, A is a portion of the standards E rigidly and furnishing the sup car-frame; B, the wheels; 13', the axles, and port for the brake-leverL, which is fulcrumed O the brake-shoes. These parts are (3011- upon a stud Z, projecting from a hanger Z, structed in the usual manner, and need not, which is bolted to and depends down from therefore, be specifically described. the under side of the bar K. The brake-rods 5 5 Asthere is only about seven inches of space M M are connected to the brake-beam and in electric cars between the casing which inthe lever L in the usual manner. closes the electric motor and the axle-boxes, N is a board of hardwood, one end of which the brakes must be arranged upon each side is connected to the upper end of the brakeot' the car, one to be used when the car is prolever by a strap-box 1t. This board passes too 50 ceeding in one direction and the other when freely between the friction-rolls D and H the caris proceeding in the opposite direction, when the rolls H are in the position shown in the drawings; but when the eccentric F is partially rotated by winding the chain 4." around the brakestaff I the yoke G is depressed, forcing the rolls H down upon the top of the board N, clamping it firmly between the friction-rolls, by which it will be carried forward to throw on the brakes. After the brakes are thrown on, which will require but a slight turn of the brake-staff, the chain is released and the board held in its forward position by the piston and cylinder shown in Fig. 1 or by means illustrated in Figs. 4 and 5.

The means for holding the brake on, as shown in Fig. 1', will be first described. 0 is a cylinder suspended underneath the end of the car and fitted with a piston P. The piston and board N are connected by the rod Q. The cylinder is fitted at one end with an outwardly-opening check-valve 0 and a springpressed inwardly-openin g valve 0'. The stem of the valve 0 projects up through the floor of the car and is fitted with a head or cap 0 which, when pressed down by the foot of the driver, opens the valve and equalizes the air-pressure upon both sides of the piston P. Now when the board is carried forward by the friction-rolls the piston willbe forced toward the head of the cylinder, the air escaping through the checkvalve 0. So soon as the brakes are thrown on as tight as desired the operator releases the brake-staff, and the pressure upon the outside of the piston P will hold the brakes in position until the valve 0' is opened by pressing it inward and allowing the flow of air to the cylinder to equalize the pressure upon both sides of the piston. quickly thrown off so soon as they are released by the customary springs R,which are secured to the bottom of the car and exerts their force in opposition to the draft of the board N. To allow the board to move smoothly, the journal n traverses a slot in the upper end of the lever and the board passes through a guide-box 7a, which is secured upon the bar K. The box is provided with a friction-roll as shown in dotted line, Fig. 1, upon which the lower side of the board N rests. In the form of clamping device shown in Figs. 4: and 5 the forward end of the board N passes through a box S and rests upon afriction-rolljournaled in the sides of the box. \Vithin this box is journaled a cam s, the journals of which project through the sides of the box, and the projecting ends are formed square or angular to enter the arms of the bifurcated lever T. To the forward end of the lever T is jointed the treadle-rod 25, upon which is fitted a cap 25. A rod t is jointed underneath the forward end of the lever T and passes down through the bottom of the box or hanger S. Around this rod is coiled a springU,which exerts its pressure upwardly against the lever. When the brakes are thrown on and the board drawn forward, the driver presses down upon the treadle-cap, depresses the lever T, partially rotates the cam s, and firmly clamps the board between the The brakes are cam and roller. The board may then be released from the friction exerted by rolls D H H, thus preventing the wear which would be caused by the roll D and the strain upon the brake-levers. When the car comes to a stop, the driver releases the treadle, the lever T will be thrown up by the spring U, and the board released.

In the drawings the car is shown as running to the left. Then the car is running in the opposite direction, the clamping device for holding the brakes on, which is in the rear of the car, is rendered inoperative. In Fig. 1 this is accomplished by pressing the valve 0 open and looking it in that position. In the form shown in Figs. 4 and 5 the treadlecap may be removed to prevent the passengers from throwing on the holding device.

It will be seen from the foregoing that the essential features of my invention are in providing a smooth friction-roll to be'secured upon and revolve with the car-axle, the draw bar or board connected to the brake-lever and extending over said roll, and a movable friction device arranged above the axle-friction, and means connecting the upper friction and brake-staff, whereby the board is clamped between two friction devices and carried forward by the momentum of the car to draw on the brakes.

The device shown for holding the brakes are not essential to the operation of the device above described, but are convenient to prevent unnecessary wear upon the drawbar and unnecessary strain upon the brakes.

I do not desire to be limited to the precise construction shown for forcing the board in frictional contact with the roll upon the axle, nor to the means for holding the brakes on after the friction has been released, as these may be varied without departing from the spirit and scope of my invention; nor :do I limit myself to the peculiar manner of securing the smooth friction-roll upon the axle or supporting the upper friction upon tubular extensions from it.

I have illustrated and described the best means known to me of embodyingmy invention in a practical operative form and shall claim that all equivalent means, although varying in form, are within the terms of my claims.

What I claim is- 1. In a carbrake, the combination of a brake-lever, a friction-pulley secured upon the car-axle, a draw-bar connected to the brake-lever and extending over the frictionpulley, a yoke journaled upon an eccentric, the eccentric and an arm secured thereon to lower the yoke, friction-pulleys journaled in said yoke to press upon the draw-bar when the yoke is lowered, the brake-staff and connection between the brak e-staff and yoke-actuating arm, whereby said draw-bar is pressed between said friction-rolls for the purpose of throwing on the brakes, substantially as shown and described.

2. The combination, substantially as hereinbefore set forth, of the car brake and axle, the friction-pulley secured upon the axle and having extension-bearings (1 the standards E, journaled upon said bearings, the eccentric F, journaled in the upper end of said bearings, the yoke G, carried by said eccentric, frictional rolls H, journaled in said yoke, the board N, connected to the brake-lever and passing between the friction-roll upon the axle and said rolls H, the crank-arm F, secured upon the journal of the eccentric roll F, the brake-staff I, the rod 2', and chain t", connecting said crank-arm and brakestaff.

3. The combination of the car-axles, the friction-pulley secured upon one of said axles to revolve therewith, standards E, clamped around the axle and carrying Vertical moving friction-rolls and having a projecting lug e, the box J, clamped'around the opposite axle and having projecting lugs j, the bar K, secured upon the projecting lugs j and c, the

hanger Z, secured to said bar, the brake-lever L, fulcrunied upon said hanger, the brake-rods M M, connecting the brakes and the lever, the board N, connected to the upper end of the brake-lever and passing between the frictionrolls, and means, such as shown, for forcing the frictions together, substantially as shown and described.

4. The combination, substantially as hereinbefore set forth, of the brakes and brakelever, the board N, connected to the brakelever, friction device connected by the caraxle and brake-staff to clamp said board and draw on the brakes, and means, such as shown, to hold the brakeswhen the friction-rolls are separated.

5. The combination, as hereinbefore set forth, of the brakes, the brake-lever, the board N, connected to the brake-lever, the frictionrolls D H H for drawing the board forward, the cylinder 0 and piston P fitted therein, the rod Q, connecting the board and piston, the outwardly-opening check-valve 0 and in-- Wardly opening spring-pressed valve o',valve rod, and treadle-cap 0 for opening the valve 0' to release the brakes, substantially as shown and described,

JOHN H. KING. 'Witnesses:

GEO. J. MURRAY, FRANK S. DAVIS. 

